Throttle governor



-.Iaun.16,194o. 'l L. .LANGHAAR 2,187,243

THROTTLE GOVERNOR Filed Nov. 19, 1936 yayjm @TMT g2@ NE? f,

. t `PatenfedfJnnd16,` "imo i"'z,is'z,z43 l i t f mo'r'ru: GovERNon` l s j IiouissLanghaanAllentowmPa.

f ff l pplicationNoyempeijde, issa'serial No. 111,686

" 1`1 cininn."[(c1.` 1374152) My invention` relateswto theclass oifdevices` 7 "which are employed for regulating the admission of acombustiblefluid to a motor, and an object t ofvmyinvention, `among others,` is the provision.` .1; t 5" of a device of thistypewhich shall automatieally preventa lsudden objectionable change in thel ratio of the constituent, proportions of the ele-` ""Inentsj axfurther objectlof.4 the inventionl isfto `provide a `device oftthis class that may .be ecol0 nomically constructed, zthat shall be simple and 'effectivein itsoperation, and thatmay be readily installed in" existing apparatus. suchdevice te be "suitablyiadjustable and"` yet suitably diiiicult of" access' tof discourage tampering; L

15M One Aform vof fazgovernor emb dyingnriyinven-A tion andin-the construction and use of which the objectstherein set "out, `as `v vell as` others,1 may be attained is illustratedjinthe accompanying draw-` ingin which Y 120" t Figure l lis aside view.. of aportionof anenginef` equipped with `my improved governor;

Figure 2 is a view in lengthwise vertical section through the tube leading fromzthe carbureter to the manifold and showing` myfimproved governor @5f installed therein, the valve beingopen."

`ligure isa similarview showing the` valve t scribed herein these advantageous results are ati closed. v V

Figure' 4 isa view in.sectin*nnatpmnedenoe a by the netted une 4.--4` of 2.

` "30* Figur y `,5 is` aview incrossfjectionbn aplane i i an abnormally sudden inrush of air,-yet leaving t sufficient aperture for smooth acceleration in the `closedpositiony with automatic Ire-opening when denntedfbythe slottedlines- 5` of Figure s;

t `nettingnrnnainenach of ,thestructureh `It is @a purpose of inventio` to minimizelthe" injurious effects causedby a suddeninrush of airff` in `the {intakei of i a throttle controlled internal* t combustion engine 'due to sudden throttlecpenf., @Wing Thefgreat difference in thephysical propere a tiesoftheairandiuel causesgreatlyunbalancedt.

proportions iiuei to air Withany sudden change t engine operatiom yThereis no knowntreason Afor s 50`=` a richer mii-:ture dungzac'celeration thanat any` other timefbuttheproblem is to maintain a ner-" mal mixturerdue tothese various unbalancing factors. lThe "soucalled accelerating pumpi is `not i .for the PUIPOS? Dlfjnliakng `the mixture .richer als l ssrn sgmtlmgsipposedfbqt innen n, powerful a to normal richness. t t

`not a correction of conditions. My invention 54 f Figure '7 is a View in sectien on a `plane denoted .a 351 by the dotted linef'le-flof Figure 6.

. squirt pump used inl` the effort to correct the period of abnormal mixture leannessduring acceleration a with the objectfof trying to keep thelminturejup Such a pumpis .a"p`alliative"` tends to correct the abnormal j conditions which cause the abnormallylean fuel `mixture during early acceleration stages. And Whereas the accelerating` pump tends to cause an injuriousmechanical shock to the engine andwhole trans` 10 mission mechanism,` my invention tendsto smooth out shock withl or Without the accelerating pump;

I regard the accelerating pumpas ofsome advantage in any-event because perfectcorrection of .t the `basic faults; is not practical,` as a'wvacuum gaugeshows abnormal conditions" during acceler-` t ation no matter `.what is done.` My invention tends to` minimize these abnormalities with or without an accelerating pump,` with` consequent improvement inthe engine and mechanical and rear tire maintenance'costs. t Therear tires are specified` because the rear wheels` areusually the `driversin` present automobile design, reference naturally being to the tires receiving. the driving t strainandshock.` Y 1 y I j 1 2.5! t By-the use-oi my invention illustrated and de-i tained by placing a governor valve` between the carbureter throttle `and thecylinder and by so making `this vaive that nis instantly closed by 30 actual engine demands.

The, governor' valve may `be anyvforrn. of `a butterfly valve or check valve tending to close by the force` of the fluid flow `to restrict the passage and `I use the words butterfly valve and jcheck valve# indiscriminatelyttnsignify such 40.1` *function H The attainment-f these highly `desir-nhl@ einer tivesalso results in a superior speed governor y merelyby adjusting the valveso :that thecloslng t '1 point corresponds tothe desired top engine speed, 455l and by providingsuitable adjustment therefor.

` t One oi the greatfobjectives in governor design has beento make a governor which would prevent t `what iscommonlyknown ascheating. t By cheatt ing `is meant higher speed withgradual `throttle 50 i. open` than when the throttle is suddenly opened and held open.` The `governor should cut of! at fthe same engine "speed regardless ofhow the throttleis usedr other things being equal. Many devices have been invented with` that Iobject in 55:5.'

closed position'for any given governor and engine proportions. Because of unknown and indeterj minate variables, no formula is possible, and the a commercial instrument such asY a governor which mustbe adapted for a wide range of varie able conditions, it is impractical if not impossible to make any one spring to cover all the possible demands, and therefore adjustment shouldcover change in leverage as well as in spring tension. The word -.force in claims as applied to the spring or srings embraces spring strength and leverage, meaning resultant force. e

A very important feature is simplicity-of in stallation; Bulky governors are-substantially as old as automobiles themselves. AA commercial governor should be a simple smallrself-contained device applicable to a commercial engine without change in the-,engine or carbureter connections; While I do not limit myself thereto, oneof the very advantageous features of my governor is its i adaptation'to a flanged construction` as shown,

which permitseasy installation between the carbureter and manifold without any special studs or carburetor connections. Another advantage of such flanged construction is that the mechanismis protected from tampering and from changing speed limits by 'unauthorized persons, without complete removal which they are not apt to attempt. The carbureter may be easily sealed in'place if desired." Locks are unfortunately but small protection, and any exposed or accessible means of adjustment offers a challenge. g f

Another very important feature of myinvention is the elimination of' an oscillating shaft and a bearing therefor, as these eventually gumv and stick. This is more important now than formerly,

with the use of modified fuels such as ethyl gaso? vmy governor oscillates on its construction, though I do?. not

line. The valve in pivot, in preferred limit myself thereto, andthe Contact between pivot and valve is always swept clean by the fuel mixture; lbesides which nokaceurate fit needed and the hole. may be made considerably. larger.

than the pivot so as to produce a rocking motion thereon.l vI use the word pivot in the broad sense of` a fulcrum, regardless of whether the. Valve oscillates onsaid pivot or the pivot moves as a` shaft vwith the valve. l

In the accompanying drawing the numeral (iv denotes a motorthat may I Jeof any ordinary Gonp struction of, the internal combustion type, 9-the exhaust manifold, lil the intake manifold, II the carburetor and I2 the fuel .supplytube leading from the carbureter to the intake` manifold, 'all of of ordinary, and well known construction andl which 'also include, a throttle.

which partsmay'be arm. I3 secured to the shaft Illv ofV a throttle valve I5 located to control the passage in the tube IZ between the` carburetor and manifold Ill. Av

throttle rod I connected at one. end with the 'which ears` receive the pivot 23 that p across the case Il, as shown in dotted lines' in Fig. 4 of the'drawing.

i strength and stiffness limits.

, iluid mixture is insufficient to close it.

view. It is not a matter of complicated devices, but simply correct valve spring resistance in thev arm I3, extends to any suitable location or device for operating the valve I5.

As a matter of convenience and economy I so Construct my improved device that it may be made at a minimum cost and may be readily attached tomotor equipment in' common use, such device comprising a case Il of tubular form and having a flange I8 projecting preferably from it in position to be secured between the flanges Il-Etl at thev adjacent ends respectively of the fuel supply tube I2 and thatV part 2i thereof projecting from the carbureter II.

pivotal mount for said valve that preferably has ears 24 projecting from opposite side edges thereof and as shown in Figs. 2 and 3 of the drawing, extends A spring supporting rngerv25 projects upwardly from the valve 22, this finger being preferably bent as shown in Figs. 2 and3 to effect quick sudden action of the valve as will new be ex' planed.' Springs 2S are` attached-at the opposite ends of each to oppositeends of a cross-piece 2i and to a bail 28v pivotally mounted on a shaft 29 extendingl across vthe case Il', and as shown lin dotted lines in Fig. dof the drawing. g

It 'will be noted that the cross-piece 2l is held between nuts threaded on tothe finger iwhereby a method of adjusting theinitialspring tension may be obtained. This also provides for varying the nal spring tension and leverage in relation to the initial springforce on the valve 22 byrotary adjustment of the cross-piece 2l on the linger the latterbeng eifectedin any one of several ways.y One spring will kfunction aswell asA two, but I prefer two springs for some sizes of governor as permitting better' spring proportions for durability. In case onespring is used, it is clear that rotating piece 2l on finger 25 gives a different spring leverage, and yet the piece 2T may be adjustedup or down on the finger 25 to give whatever initial force on the valve22 is required. As the leverage is increased by said rotary adjustment, the spring extension is also increased, as the valvecloses and therefore` the nal force on If two springs of different are simultaneously used, then such rotary adjustmentthrows more or less the valve 22 is increasedY inl relation tothe initial` force, and vice versa.`

load on one orrthe other depending on direction'- of rotation, with the same effect iii-varying the final force in relation to the initial. Therefore this provides a composite .tension and leverage f adjustment to get any desired initial resistance on thevalve 22 as it moves open t0 the closed and nal from the amount, very simply and `quickly. It is understood that in operation the valve 22 isnormally in its full open position, being heldin the position by the spring or springs 26, anced but the ordinary force of the current of ",I-Iowever; upon higher velocity of .such current `the valve snaps into` closed` position, ,Reopening depends upon restoration of the normal rate of'fuelmixture flow, for whatever speed limit the user decides is normal.y f

Naturally when the check, valve` closes it vmustg suitable passage must at all tmesbe left to per-- not shut air tight orit will stop theniotor.

In that type of the structure shown in Figs. 2 to 4 my improved governor valve y"22 is secured toa pivot 23 which comprises a position, within thel spring By this combination adjustment, it isv practical to reduce cheating to a negligible The valve is unbal-` 25 tion.

s, s s s 2,187,243 l `mitengine operation, as appears at opposite edgesofthe valvein both structures` shown`herein. `,'lilhe size of the passage when thefvalve is closedmayf be varied as by the use of a stop screw 34 inserted through the valve 22. ,.Thiszfwillenable thevalve to be positioned to permit passage of theproper amount of `fuel suitabl forthe requirements of any `particular engine.; l l

imajor partbecause sometimes auxiliaryfuel mix- 1 turecontrol'devices areyconnectedvbetween the carbureter andthe cylinder into the intake mani-` l and f in `such `case all the ifuel mixture would not fold for auxiliary, regulation ofthe fuelmixture,

pass through thecarbureter. `It is important 5to note that vmy improved governor does-not require any` special engine,orcarbureter or engine intake `designgandis acomplete and self-contained` unit `lready for `installation `in an ordinary commercial engine; and'that no` springs, levers or other operating parts project forlexternal control or opera- In thatftype ofthe structure shown in Figs.;` 6

and 7 the partslare much the same as herein before described, the attachment for connection of one endof a` spring tothe Valve being a plate 3|] adjustably` securedto and projecting fromjthe valve, andasingle spring 13| being `employed wto l hold thekvalve in` its open position, the opposite end of said spring being securedto an anchor 32 projecting from `the inside ofthe case IT, and as @shown in Figs.. 6 and 'lof the drawing;` Theplate `30 is 'adjustably secured asv by a screw 35 extendjingthrough a slot in the plate, as shown inFig. 7.

A stop 33 extends across theH-case and against which thevalve rests when in its open position.;

It `will benoted that the 'action of hthe valveand l the influence of the spring thereon is` substantially as hereinbr-n-foreldescribed,` `excepty that 'a combination adjustmentpis omitted andadirect spring adjustmentfor` tension only-is used `instead; the final tension in relation to initialldej# l. pending upon the spring st iifness. t l l I use afstop for the `valve in its opentposition` ,l because that permits la vdefinite initial resistance l on the valvebelowlwhich it will not move, and

which greatly improves vthe performance.` It is old` practice to use some leverage and springr ar`v s rangement 'actingon the toggleljoint principle for s" holdingagovernor valveopen; but such arrangement is neither,A positive norVdefinite because a vtoggle joint when the `component `parts are nearly i `in a straight line can be Inovediby the slightest@` l force acting crosswise ofthe' toggle and therefore such arrangementtendsto cause `iliittering opera- Vallei `.The cross-piece 21 serves a furtherand valuable function besides acting` as la spring anchorage. In `the open position of the valve itis in` theline"` of the fuel mixture flow, and `therefore acts as an s auxiliary vane tending to close thevalve. In` the 65 i closedpositionof the valve, the piece 21 is out of the line of flow and therefore inoperative as, a

whileacting as a vane` in `the open `position requires stronger spring` tensionto resist closure than ifit did notlso act. definite valve action for a broader range of govl `ernor speed, particularly in the lower speed ranges wherein the fuel mixture velocity is relatively low. But in the closed position of the valvethe fuel `mixture pressure tending to hold `it closed Therefore-theclosing force of the piece 2T This aids in obtaining speeds as does thei initial tension, because ythe. external pressure is'almost constant at one atmos` phere or about `14:.7` lbs; per square inch at :sea

\ level and the partiallvacuum within the intake -manifolddoes not vary greatly in the closed valvel s position? As thespring or'springs must be de` I `signed, for durability within narrow `space limits l of` size and extension, this vane action of the piece 21 assists'.` greatly in obtaining proper spring pro-` s portions with suitably strong closed position ten.- sion. The piece 30 of Figs. 6 and rlmay also be made `of any desired size to act likewise. Orany other piece orpiecespattached to the valve 22 to function "likewise would serve the same purpose.

Thelvane fnnction of the pieces 21 and.30 as just described furthenassists governor proportions? It is :clear that as the valve 22 approaches alignment with theline of `fuelfiow, that is, more nearly wide open, greater fuel mixture velocity functioningzpiece acting as an auxiliary vane in the open position of the valve 22, 'such vane functions tolcompensatefor the greater valve resistance as just 'described with awid'er valve open-4 ing. I The more nearly the valve 22 is parallel to the lineof fuel now, the greater is the proportionate aid `given by such auxiliary vane action,`

and therefore o-ne *compensates* for the other to` permit a `wider fuelmixture passage in the open position of thevalve. The force of the fuel mixture flow exerts only"`an angular reaction on the valve 2.2, decreasing rapidlyas" the valve ap-v proaches wide open position untilwhen thevalve is parallel to the line of Aiiow the said angular reaction is zero; while at thexsame timeby per-` mittinggreaterflow pastthe valve 22, thefuel mixture velocity pressure on such auxiliary vane increases, so that it would be entirely practical to lhave the valve 22 wideopen in `the direct line of owin its openposition. ,'Ihepart21VOI30 01' `any similar vane` exerts powerful leverage on the` Valve 22 `in the open position, so that the actual force of the fuel mixture flow on such vane need" only` :be relatively liglitgor conversely such vane..

may be correspondingly small so asnot to impede flow.` l z i `It is to bernoted that the part 25 in Figures 2,'3

and `4` also is included in such vane action, and I therefore `define the word vane as used to in- 3 1 n clude any part or parts participating` in the action as justdescribed.` s

dependent of pivotal locationin relation to rthe which I now consider to represent the besteml l l Wherever the word closed or an equivalent is 1 used` it means` the closed positionof the valve, independent ofthe amount of passage closure.V

s The valve itself `may be symmetrically mounted. and balancedand may in its open position be par- `allel to the line of iiow so that it offers no appreciable resistance thereto in which case `a vane at` `tached to the valve offers an unbalanced condition of resistanceto the fuel mixture flow tendingto close the valvelby said ow, and therefore the* `word funbalanced refers to dynamic balance in'- bodiment thereof; but I desireto have it unders stood thatthe device shown is only illustrative` rsf 1 will be required to close it for any given spring resistance.` It" is important tohave a wide fuel` s mlxturepassfage to obtain full power rfrom the engine. With thepart 21 or 30 or any similarly` .other means and applied to uses other than those above set out. y

Iclaim: i l. A self-contained" governor for. influencing flow of air through a conduit, said governor coml prising an unbalanced butterfly' valve pivotally mounted in the governor assembly to be closed solely by action'of current passingthrough said conduit, and a spring to hold saidbutterily valve normally open below some pressure thereon, said butterfly valve and spring being adapted for insertion as a unit within said conduit. i .2. Aself-contained governor: forl influencing air ow through a conduit, said governor comprising anv unbalanced butterfly valve normally held open by a spring and otherwise independent in its closing movements, ya stop to receive saidva'lve in its open position, said butterily valve and :stop and spring being adapted -for unitary insertion within said conduit.

3. A self-contained governor for influencing i iiow of air through a conduit, said governor comvso prising a pivotally'mounted butterfly valve and a vane connected thereto tending to close said butterfly valve by the velocity of a current of air acting thereon,and a spring connected to said butterfly valve tohold it` normally open against `the force of said air flow below some velocity, all

movements and a carrier for said governor parts,

adapted for insertion with said governor parts as a unit within the orifice of said ange, and a flange on said carrier for securing it in operative position.

` 5. A self-contained governor for influencing air .now through a conduit, said governor comprising Aacase with a pivotally mounted unbalanced' butterily valve and a `iinger connected to said valve with a spring anchorage piece adjustably and rotatably mounted thereon, vand a spring connectedto said piece and to said case for holding said buttery valve normally open below some air current velocity, the buttery valve and lingerV andV anchorage piece and spring allI being .Within the path of air current flow when said governor is in use.r .i

6'. Agovernor for influencing air ow through a conduit, said'governorcomprising an unbal-4 anced butterfly valve and a spring to hold said` butterfly valveopen below some air current velocity, said valve being closed by said current'at some higher velocity against the spring resistance, andmeans forl adjusting the initial spring resistance' and the nal spring resistance both` independently and in relation to each other to .permit higher or lower i'lnal resistance for the same initial resistance, said buttery valve being adapted for mounting within the path of a current of air through said conduit.

7. A self-contained governor for influencing air flow through a conduit, said governor comprising a valve normally held open by a spring below some air current` velocity and having a vane tending to close said governor valve by the air flow velocity acting thereon, said vane being presented atwise to the air current in both the open 4and closed positions of said valve but shielded from said air flow velocity by the governor valve in its closed position, said governor being adapted for incorporation as a unit within said conduit.

8. A governor for influencing air flow through a conduit and a positively controlledr valve for regulating the air flow through said conduit,lsaid governor comprising a check valve and a spring, a carrier for said valve and said spring, said spring being operatively and adjustably mounted to hold said check valve open in said carrier against the force of the air flow below some velocity thereof, said check valve being closed by the force of some higher velocity of said air against said spring resistance, and means for varying the final spring forcein the valve closed position while maintaining the same initial force in the lopen valve position, Said means being adaptable for varying both the finaland initial spring force both in absolute amount and in relation to each other, said carrier being adapted for mounting with said check valve in the path of flow of air through said conduit. f

9."A governor for influencing air flow through a conduit, said governor` comprising a check valve and multiple springs, a carrier for said check valve and said springs, said springs being operatively mounted to hold said check valve open against the force of the air flow below some velocity thereof and to permit closure by some higher velocity of said air flow, andadjustable means simultaneously affecting said I multiple springs to vary both their absolute and relative force in both the open and closed positions of said check valve, said carrier being adapted for mounting with the said conduit with said check valve in the path of said air flow.

10. A self-contained governor for influencing air flow through a conduit, said governor com held open by a spring, a stop to receive said valve in its open position, said butterfly valve and stop and spring being adapted for unitary insertion within said conduit.

LOUIS LAN GHAAR. 

